Aeroplane



W. J. COOLEY Aug. 9, 1932.

AEROPLANE 5 Sheets-Sheet 5 Filed 0611.22. 1951 Invenlor lfomey l 'l' l' Wai/2&7@ Qfaa/ey By @MM l IHHHWHHHHHHFW/ W. J. COOLEY Aug. 9, 1932.

AEROPLANE Filed Oct. 22, 1931 5 Sheets-Sheet 4 Inventor [c] j W. J. COOLEY Aug. 9, 1932.

AEROPLANE 5 Sheets-Sheet 5 Filed Oct. 22. 1931 Inventor Patented Aug. 9, 1932 PATENT OFFICE WILLIAM JOSEPH COOLEY, 0F JEFFERSON,.GEORGIA AEIRDIPLANE Application led October 22, 1931. Serial No. 570,475.

This invention relates to an improved aeroplane especially designed to serve as a novel contribution to the prior art and trade associated therewith.

in carrying the inventive conception into actual practice I have in mind the construction and utilization of an arrangement of mechanism a structure relying for primary novelty on an unique variable lifting force made possible by changeability of multiple area of surface.

he idea is primarily derived from a study and understanding of said structure in this eld as are referred to as autogiros, helicopters, horizontal propellers. The combination of lifting and landing helicopters and single and multiple plane machines is not new. ln fact it is fundamentally old, as is now well known to utilize autogiro arrangement with conventional propeller driven plates to employ the combination of mortise to better control gradual ascending and descending in limited territory.

My general aim is to generally improve upon structures of this general type by providing a novel duplex propeller embodying collapsible or foldable wind construction usable in conjunction with an especially designed monoplane, and to provide manual control means allowing maintenance of the additional duplex propeller structure in an inactive state or in a horizontal direction and to utilize an additional propeller structure primarily for retardation purposes when the plane descends vertically to land in a limited space.

-he inventive conception comprehends an arrangement of this type wherein the supplemental propellers may be released to oecupy a rotating position, and further comprehends the utilization of separate power drives mide in controlling the activity of supplemental propeller or autogiro units.

The particular details employed for the purpose will become more readily apparent from the following description and drawings.

In the drawings:

Figure 1 is a top plan view of an aeroplane constructed in accordance with the present inventive conception.

Figure 2 is a side elevation thereof.

Figure 3 is a detail view showing, in full lines the normal inactive position of the supplemental propeller units, and further showing in dotted line, the operative position of the main parts of said units.

Figure 4 is a section on the line lr-t `of Figure 1.

Figure 5 is an end view showing the adjustable or tiltable arrangement of supplemental wings.

Figure 6 is a detail section and elevation illustrating the manually manipulated releasing or trip mechanism.

Figure 7 is a fragmentary plan view showing the special hinge structure.

Figure 8 is a section on the line 8-8 of Figure 6.

Figure 9 is a front end view of the fork-like releasing device depicted in Figure 8.

Figure 10 is a section on the line 10-10 of Figure 7.

Figure 11 is a bottom plan view of the hinge structure showing a special latch retaining assembly.

Figure 12 is an enlarged bottom plan of the latch element.

Figure 13 is a section on the line 13-13 of Figure 7.

Figure 1e is asection on the line 141--14 of Figure 7.

Figure 15 is a view showing the superposed connective arrangement of the main and supplemental rings.

Figure 16 is a view in section elevation detailing the mounting and power shaft housing structure.

Figure 17 is an enlarged sectionalfview showing the hinged companion part of one of the sections of the supplemental wing structure and the releasing` device therefor.

Figure 18 is a sectional view detailing the drive.

In Figure 2 the numeral 19 indicates the body or fuselage of the plane 2O denotes the motor driven conventional box propeller, 21 designates the landing gear 22 the struts for the master or main wing 23. It is observed that this aeroplane is of the monoplane type and as seen in Figure 4, the top surface-s of the main wing 23 are formed with depressions 24 constituting seats for the adjacent supplemental wings 25. The wings 23 and 25 are such in cross section as to maintain the desired unobstructed stream line contour.

In referring to the expression supplemental wing structure or unit7 I have reference to the entire duplex supplemental wing assembly together with the associated mechanism, with or without a positive mechanical drive for rotating said wingstructure. f

It is further evident that the supplemental wing structure is such as to allow the wings 25 to be nested in the recesses or seats 24 as depicted in Figure 4 at which time said supplemental structure does not interfere with the customary flight of the plane. It is evident therefore that the supplemental wing structure is collapsible to occupy a retractedV `substantially inactive seat and expansible to assume an active wing area increasing in flight descension position. Each supplemental wing section is composed of two parts that is the part 25 and the strop legs 26. These tWo parts are hingedly connected together by a. special hinge and the legs 26 are hinged as at 27 to the upper structure of the mechanical drive illustrated in detail in Figure 18. The drive is incorporated in a` special supporting mounting which embodies a stationary tube 28 having a flanged bearing collar 29 on its upper end. Extending through this collar is the drive shaft 30 having a thrust bearing 31 against the collar. The shaft is keyed or otherwise rigidly connected to a rotary driving head 32 confined in the top portion 33 of the casing 34. Secured by bolts or the like 35 to the head 32 is a driving annulus or ring 36 to which the drop legs 26 are hinged as indicated at 27. The numeral 37 designates a roller bearing assembly interposed between the collar 29 and the ring 36. The numerals 38 designate end thrust balls interposed between the flange of the collar and the under side of the ring, this arrangement being designed to facilitate rotation and prevent bindingI and unnecessary friction. The shaft 30 is driven from any suitable source of power (not shown). Under certain conditions a power drive may be omitted entirely whereby to permit supplemental wing structure to operate automatically under the influence of air pressure somewhat in the nature of a simple spin wheel.

In Figure 6 there is illustrated the struts or framework of the seat 34 and by considering this figure in conjunction with Figures 8 and 9, it will be observed that 39 designates a bracket carrying a suspension coil spring 40 connected with the handle portion 41 of a special releasing device. This releasing device embodies a fork whose arms are distinguished by the numerals 42, these being pivoted to a pin 43 carried by a fixture 44 secured to the hollow post 28. The fork arms are provided at their free ends with hooked trip fingers 45 so located as to operate in a groove 46 in the adjacent drop leg as shown in Figure 7. In fact these trip fingers are engageable to especially designed latch elements 47 of the type detailed in Figure 12. Each element is pivotally mounted between itsends as at 48, has its free ends beveled to cooperate in overlapping relationship as indicated at 49, the opposite ends being connected by an expansion spring 50 which serves to maintain the beveled ends 49 in normal overlapping relation and in a position superposed over the longitudinal grooves 46.

These latch elements serve when engaged by the hooks 45 as seen in Figure 17 to close the parts 25 and 26 of the wings in folded inactive position. They also serve an additional retaining purpose to be hereinafter dcscribed. I have further shown in Figure 6, the numeral 51 designates the manually manipulated release lever 52 designates the operating connection between said lever and fork handle 4l. When the lever 51 is depressed in a proper way, it actuates the fork to bring the trip 45 into play, thus disengaging the drop legs 26 allowing these to swing upwardly to the dotted line position represented in Figures 3 and 16 respectively. This lifting action is accomplished through the use of flexible actuating elements 53 which are seen in Figure 13 and are trained over the drive structure with its ends anchored as at 54 in Figure 17. As the wings fly out by centrifugal force and thus released, the retaining latches 47 come into play to take the position seen in Figure 13 at which time a retaining arm 55 associated with said wing structures snap into the grooves 46, forcinfT the elements 47 apart, after which the spring 50 acts to close them quickly and maintain the parts 25 and 26-in substantially horizontally alined operative relationship.

At this time I call attention to Figure 15 and it will be observed that the outer end portions of the main plane 23 are provided with inclined keeper studs 56adapted to engage in associated keeper sockets 57 to aid in maintaining the supplemental wings 25 nested nicely in the seating groove 24.

It is to be observed when the supplemental wings swing out to rotating position with respect to the rotor or headstructure they are allowed to drop down to oppositely inclined positions as represented in Figure 5. This necessitates not only a hinge connection between the parts 25 and 26 but a pivotal connection. Moreover it necessitates means for limiting the inclination for effective flight purposes. I have found it expedient and practical to use an especially designed hinge between these parts and it will be noted that one section of the hinge in Figure 14 is provided with a U-shaped clip 58 which slips over and is latched to the adjacent end of the IOL.

` without the aid of ailerons.

This clip as seen in Figures 7 and 14 is provided with a ball equipped stem 59 and is formed in its edge portion with a slot registering with a recess 61 as seen in Figures 7 and 10 to accommodate the headed ends 62 of a stud 63 carried by the knuckle 6ft. The knuckle lits between ears 65 on the attaching member 66 of the remaining parts of the hinge. Then too there is a journal or pivot pin 67 passing through the ears and knuckles to provide the desired connection. It is this knuckle which carries the aforesaid retaining arm 55. Moreover the knuckle has a slotted depending tubular or cylindrical guide 8, (as seen in Figure 14) having an extension spring 69 therein cooperating with the ball head on the stem 59. It is evident therefore that the parts of the hinge have relative swinging connection, lateral sliding connection, and vertical pivotal connection. This permits the requisite construction for collapsing or folding the parts 25 and 26 and allow the parts 25 to occupy a tilted state as indicated in TEigure 5.

It is evident from the foregoing drawings and description that the principal object is to provide a monoplane capable of high speed and susceptible of providing the desired retardation properties to make for comparatively low landing speed.

The high speed is attained by using a very small effective wing area (preferably a ship of monoplane design). The low speed is attained through the use of automatically operating rotary supplemental wings capable of forming an integral substantially ineffective part of the regular or main wing when not in operation. As before pointed out these supplemental wings are released by manual operation whenever the pilot desires added lifting1 area for landing or for sustaining the aeroplane at low speed for any other purpose. lt is evident, of course, that once the supplemental wings are released, the aeroplane must land before the blades can be again closed. In spite of the use of manual manipulation for this purpose, a very short time is required to reset the wings for immediate ascension.

lt is evident that the aeroplane is controlled in the ordinary manner while the supplemental blades or wings are closed, said supplemental structure in no way interfering with the ordinary maneuverability of the aeroplane.

wing 9.5.

However, with the supplemental blades or wings open and rotating, the aeroplane cannot go into a tail spin or be made to dive. In fact, under such conditions it can be operated by the use of the rudder and elevator alone Tt has been observed in experimental models that in the event the pilot was to lose consciousness for any reason, the chances of escape without injury would be good, because the supplemental to a marked degree, to function somewhat in the nature of a landing device or parachut The gist of the invention is the use of a monoplane constructed to accommodate the intimate nesting of the blades of the wings of the supplemental landing structure, together with a novel mounting supported by the main plane allowing folding of the supplemental WinOs so as to not interfere with an ordinary iiight operation. The mounting including a sheet of casing to house the drive mechanism is an important feature, the manually manipulated release structure is likewise important, and the. special arrangement including the top legs and the pivotally and hingedly mounted supplemental blades or wings is an outstanding feature. ln fact all of the parts have been especially selected and organized to fulfill the requirements of a structure of this type in highly satisfactory and effective manner.

It is thought that the description taken in connection with the drawings will -enable a clear understanding of the invention to be had. Therefore, a more lengthy description is thought unnecessary.

While the preferred embodiment of the invention has been shown and described, it is to be understood that minor changes coming within the field of invention claimed may be resorted to if desired.

Having thus described my invention, I claim as new is:

1. In an aeroplane construction of the class described, a single master wing formed with longitudinally disposed depressions, auxiliary wings adapted to fit snugly within said depressions and a supporting structure on said master wings, attaching members hingedly connected to diametrically opposite sides of said support, and hinge connections between said members and auxiliary wings, said hinge connections embodying pivotal means whereby the oppositely disposedauxiliary wings are allowed to tilt laterally in opposite directions in superposed spaced relation above said master wing.

2. In an aeroplane structure of the class described, a master wing, a rotor supported on the central portion of said wing, drop legs hingedly mounted on diametrically opposite sides of said rotor, and a pair of symmetrical duplicate auxiliary wings hingedly connected to the lower ends of said drop legs, allowing said auxiliary wings to swing into intimate contact with adjacent portions of the master wings, means associated with said rotor and cooperable with said legs for maintaining the legs in perpendicular position, whereby to hold said auxiliary wings in intimate ineective contact with said master wing.

3. In a structure of the class described, a horizontally elongated master wing, a vertical support on the central portion of said wing including a framework, a casing, a tuwhat lib

- lined in said post, a rotor supported on the upper end of said post and sectional auxiliary wings including drop legs liingedly connected to, said rotor.

4. In a structure of the class described, in combination a horizontally elongated master wing having top depressions, a support on the central portion of said Wing, auxiliary ywings adapted for reception in said depressions When not in use, a pair of drop legs hingedly attached to said support, and special hinge connections between the top legs and inner ends of said auxiliary Wings, said connections embodying pivotal means allowing said auxiliary wing to incline in opposite directions When in extended operative positions.

5. In a structure of the class described, in combination a horizontally elongated master wing having' top depressions, a support on the central portion of said Wing, auxiliary Wings adapted for reception in said depressions When not in use, a pair of drop legs hingedly attached to said support, and special hinge connections between the top legs and inner ends of said auxiliary Wings, said connections embodying pivotal means allowing said auxiliary Wing to incline in opposite directions When in extended operative positions, together kwith rack means associated with said hinge connection for maintaining the auxiliary wing and drop legs in substantially horizontally alined position when in operative landing states.

In testimony whereof I affix my signature.

WILLIAM JOSEPH COOLEY. 

